JPH03143710A - Safety tire - Google Patents
Safety tireInfo
- Publication number
- JPH03143710A JPH03143710A JP1280042A JP28004289A JPH03143710A JP H03143710 A JPH03143710 A JP H03143710A JP 1280042 A JP1280042 A JP 1280042A JP 28004289 A JP28004289 A JP 28004289A JP H03143710 A JPH03143710 A JP H03143710A
- Authority
- JP
- Japan
- Prior art keywords
- rubber
- tire
- cord
- reinforcing
- bead
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 230000003014 reinforcing effect Effects 0.000 claims abstract description 64
- 239000011324 bead Substances 0.000 claims abstract description 44
- 229920001875 Ebonite Polymers 0.000 abstract description 7
- 230000002787 reinforcement Effects 0.000 description 8
- 238000005452 bending Methods 0.000 description 5
- 239000004677 Nylon Substances 0.000 description 4
- 229920000297 Rayon Polymers 0.000 description 4
- 230000000694 effects Effects 0.000 description 4
- 239000000835 fiber Substances 0.000 description 4
- 229920001778 nylon Polymers 0.000 description 4
- 229920000728 polyester Polymers 0.000 description 4
- 239000002964 rayon Substances 0.000 description 4
- 230000007423 decrease Effects 0.000 description 3
- 229910000831 Steel Inorganic materials 0.000 description 2
- 239000004760 aramid Substances 0.000 description 2
- 229920003235 aromatic polyamide Polymers 0.000 description 2
- 230000020169 heat generation Effects 0.000 description 2
- 238000000926 separation method Methods 0.000 description 2
- 239000010959 steel Substances 0.000 description 2
- 101100506443 Danio rerio helt gene Proteins 0.000 description 1
- 241000254043 Melolonthinae Species 0.000 description 1
- 101100506445 Mus musculus Helt gene Proteins 0.000 description 1
- 230000000052 comparative effect Effects 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 239000013013 elastic material Substances 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 238000011156 evaluation Methods 0.000 description 1
- 239000000463 material Substances 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C17/00—Tyres characterised by means enabling restricted operation in damaged or deflated condition; Accessories therefor
- B60C17/0009—Tyres characterised by means enabling restricted operation in damaged or deflated condition; Accessories therefor comprising sidewall rubber inserts, e.g. crescent shaped inserts
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Abstract
Description
【発明の詳細な説明】
〔産業上の利用分野〕
本発明は、リム組み性能を損ねることなくかつ重量増加
を軽減しつつランフラット性能を向上しうる安全タイヤ
に関する。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a safety tire that can improve run-flat performance without impairing rim assembly performance and reducing weight increase.
パンク等によりタイヤの空気抜けが生じた場合にも４！
！続して走行を可能とする、いわゆるランフラットタイ
ヤが求められている。4 even if the tire loses air due to a puncture, etc.
! There is a need for so-called run-flat tires that enable continuous driving.
一方このようなタイヤとして、従来例えばタイヤ内部に
弾性体等からなる中子状の支持体をリムに連結させて装
着し、パンク時等に作用するタイヤ荷重を該支持体に支
承させるもの、及びタイヤのサイドウオール部内側に高
硬度のゴム層を形成し、バンク時等のタイヤの縦たわみ
を軽減し、タイヤケースの構造破壊を抑制するものなど
が提案されている。On the other hand, as such tires, conventionally, for example, a core-shaped support made of an elastic material or the like is mounted inside the tire and connected to the rim, and the support supports the tire load that is applied in the event of a puncture. A tire has been proposed in which a hard rubber layer is formed on the inside of the sidewall to reduce vertical deflection of the tire during banking, thereby suppressing structural damage to the tire case.
しかしながら、支持体を用いるものにあっては、部品点
数の増加に起因してタイヤ重量を増大せしめ、又製品コ
ストを上昇させる他、特にリム組み性能を大巾に低下さ
せるという問題点がある。However, in the case of using a support, there are problems in that the weight of the tire increases due to the increase in the number of parts, the product cost increases, and in particular, the performance of rim assembly is greatly reduced.
又ゴム層を形成するものにあっては、前記縦たわみを軽
減しランフラット性能を得るために、該ゴム層をシコル
ダ一部からビード部に至り、通常１５鵬１以上の最大ゴ
ム厚さで形成することが必要であり、従ってこのものも
タイヤの大巾な重量増加を免れえずしかもビード剛性が
過度に高まり、リム組み性能を低下する。又このものは
パンク時等のくり返し変形によって前記ゴム層が屈曲疲
労しやすくしかもその大なるゴ１． Ｉｆさによる温度
上昇と相俟って比較的短い距離のランフラット走行にお
いてゴム破壊を誘発する。In addition, in the case of a rubber layer, in order to reduce the vertical deflection and obtain run-flat performance, the rubber layer is extended from a part of the sicolder to the bead part, and the maximum rubber thickness is usually 15 mm or more. Therefore, this also results in a significant increase in the weight of the tire, and also increases bead rigidity excessively, reducing rim assembly performance. In addition, this rubber layer is prone to bending fatigue due to repeated deformation during punctures, etc. Coupled with the temperature rise due to If, this causes rubber failure during run-flat running over a relatively short distance.
本発明は、サイドウオール部内面に硬質ゴムからなるゴ
ム補強体と補強コードを有するコード補強体とを具える
サイドウオール補強層を設けることを基本として、リム
組み性能を損ねることなくかつ重量増加を抑制しつつラ
ンフラット性能を向上でき、前記問題点を解決しうる安
全タイヤの提供を目的としている。The present invention is based on providing a sidewall reinforcing layer comprising a rubber reinforcing body made of hard rubber and a cord reinforcing body having a reinforcing cord on the inner surface of the sidewall portion, thereby reducing the weight increase without impairing the rim assembly performance. The purpose of the present invention is to provide a safe tire that can improve runflat performance while suppressing the runflat performance, and can solve the aforementioned problems.
前記問題点を解決するために、本発明の安全タイヤは、
ビードコアが通るとともにリムに着座するビード部と、
各ビード部から半径方向外向きにのびるサイドウオール
部と、該サイドウオール部を継ぐトレッド部とを具える
トロイダル状をなし、かつ前記トレッド部、サイドウオ
ール部を通りビード部の前記ビードコアの廻りに両端を
折返して係止されるカーカスコードを有するカーカスと
、前記トレッド部内方かつ前記カーカスの外側に位置し
かつタイヤ赤道に対して比較的小さいコード角度で配列
されるベルトコードを有するベルト層とを具える一方、
前記サイドウオール部の内面に、厚肉の中央部分の半径
方向の外方部及び内方部が夫々半径方向外方及び内方に
向かって厚さを減じるテーバ状とすることにより断面略
三日月状をなす弾性ゴムからなるゴム補強体と、該ゴム
補強体の内面に配されかつ補強コードを有する少なくと
も１枚の補強ブライからなるコード補強体とを具えるサ
イドウオール補強層を設けている。In order to solve the above problems, the safety tire of the present invention has the following features:
a bead portion through which the bead core passes and sits on the rim;
It has a toroidal shape comprising a sidewall part extending radially outward from each bead part, and a tread part connecting the sidewall part, and passing through the tread part and the sidewall part and around the bead core of the bead part. A carcass having carcass cords that are folded back and locked at both ends, and a belt layer having belt cords located inside the tread portion and outside the carcass and arranged at a relatively small cord angle with respect to the tire equator. While providing
The inner surface of the sidewall portion has a tapered shape in which the radially outer and inner portions of the thick central portion decrease in thickness toward the outer and inner sides in the radial direction, respectively, so that the cross section is approximately crescent-shaped. A sidewall reinforcing layer is provided which includes a rubber reinforcing body made of elastic rubber and a cord reinforcing body made of at least one reinforcing braid arranged on the inner surface of the rubber reinforcing body and having a reinforcing cord.
このようにｖｌ賞ゴムからなるゴム）ｌ ’ｒｆ１体を
その内面に配するコード補強体により補強したサイドウ
オール補強層は、前記ゴム１ｍ強体両側をカーカス及び
コード補強体で拘束しているため１．荷重支持能力を大
巾に高めることができ、バンク時等の縦たわみを減じ、
ゴム補強体の屈曲疲労を経減しうる。In this way, the sidewall reinforcing layer is made by reinforcing the rubber) l'rf1 body with the cord reinforcing body arranged on its inner surface, because both sides of the rubber 1 m strong body are restrained by the carcass and the cord reinforcing body. 1. It can greatly increase load bearing capacity, reduce vertical deflection when banking, etc.
Bending fatigue of the rubber reinforcement body can be reduced over time.
又このことにより農大ゴム厚さを１２．０ ｕ以下とし
たゴム補強体の薄肉化が可能となり、その結果、タイヤ
重量を低減しうるとともに１．ゴム発熱を抑制でき前記
屈曲疲労の？１ｉ１２効果と１俟って耐久性を大巾に向
上しうる。This also makes it possible to reduce the thickness of the rubber reinforcement to 12.0 u or less, which results in a reduction in tire weight and 1. Can rubber heat generation be suppressed from bending fatigue? Combined with the 1i12 effect, durability can be greatly improved.
又前記コード補強体の形成によりゴム補強体のビードコ
ア中心かろの下８壊高さをフランジ高さの０．３倍以上
とすることかで゛き、ビード剛性の過度の増大を抑制し
、リム組み性能を向上しうる。Also, by forming the cord reinforcement, the height of the rubber reinforcement below the center of the bead core can be made 0.3 times or more the flange height, which suppresses excessive increase in bead rigidity and improves the rim strength. Assembling performance can be improved.
なお前記サイドウオール補強層の荷重支持能力を効果的
に発揮させるためには、前記補強コードを半径方向に対
して２５°以上かつ５５＠以下とすることが好ましく、
又ゴム補強体の外方部内縁とベルト層外縁との長さをベ
ルト巾の０．０７倍以上かつ０．２倍以下とするのがよ
い。In order to effectively exhibit the load-bearing ability of the sidewall reinforcing layer, it is preferable that the reinforcing cord be at an angle of 25° or more and 55° or less with respect to the radial direction.
Further, it is preferable that the length between the inner edge of the outer part of the rubber reinforcing body and the outer edge of the belt layer is 0.07 times or more and 0.2 times or less the belt width.
以下本発明の一実施例を図面に基づき説明する。 An embodiment of the present invention will be described below based on the drawings.
第１図は標準サイズのリムＲにリム組みされた安全タイ
ヤ１の断面図である。FIG. 1 is a sectional view of a safety tire 1 assembled on a rim R of standard size.
図において安全タイヤ１は、ビードコア２が通るビード
部３と、該ビード部３から半径方向外向きに延びるサイ
ドウオール部４と、その上端を継ぐトレッド部５とを有
するトロイド状をなし、又サイドウオール部４、トレッ
ド部５を通り、ビード部３でビードコア２に接する本体
部を有するカーカス６が配されるとともに、トレッド部
５にはカーカス６の半径方向外面に位置するベルト層７
を設ける一方、サイドウオール部４の内面には、サイド
ウオール補強層１０が配設される。In the figure, the safety tire 1 has a toroidal shape having a bead portion 3 through which a bead core 2 passes, a sidewall portion 4 extending radially outward from the bead portion 3, and a tread portion 5 joining the upper end of the sidewall portion 4. A carcass 6 having a main body that passes through the wall portion 4 and the tread portion 5 and contacts the bead core 2 at the bead portion 3 is disposed, and the tread portion 5 has a belt layer 7 located on the outer surface of the carcass 6 in the radial direction.
On the other hand, a sidewall reinforcing layer 10 is provided on the inner surface of the sidewall portion 4.
前記カーカス６は、タイヤ内側から外側に巻きかえす巻
返し部を有し、本例では、該カーカス６は、内外２層の
カーカスプライ６Ａ、６Ｂからなる。なおり−カスプラ
イ６Ａ、６Ｂは、タイヤ赤道に対して６０〜９０°の角
度で傾くラジアル構造のカーカスコードを具え、又カー
カスコードには、スチールコードの他、レーヨン、ポリ
エステル、ナイロン、芳香族ポリアミド等の有機繊維コ
ードを用いうる。The carcass 6 has a rewinding part that rewinds the tire from the inside to the outside, and in this example, the carcass 6 consists of two layers of carcass plies 6A and 6B, an inner and an outer layer. Naori-cusply 6A, 6B has a carcass cord with a radial structure inclined at an angle of 60 to 90 degrees with respect to the tire equator, and the carcass cord includes steel cord, rayon, polyester, nylon, aromatic polyamide, etc. Organic fiber cords such as
さらにトレッド部５に配設した前記ベルト層７は、カー
カス６側の広巾の内側のベルトプライ７Ａと、その上面
に接して設けるやや中挟の外側のベルトプライ７Ｂとか
らなり、又該ベルトプライ７Ａ、７Ｂはともにタイヤ赤
道に対して例えば３５″以下の比較的小角度で傾くベル
トコードを具えている。Further, the belt layer 7 disposed on the tread portion 5 is composed of a wide inner belt ply 7A on the carcass 6 side and a slightly sandwiched outer belt ply 7B provided in contact with the upper surface of the belt ply 7A. 7A and 7B both include belt cords that are inclined at a relatively small angle, for example, 35'' or less, with respect to the tire equator.
又ベルトコードとして本例ではスチールコードが好適に
用いられうるが、他に芳香族ポリアミド等の高弾性有機
コード及びナイロン、ポリエステル、レーヨン等の弾性
率が比較的低いものも使用できる。なおベルトコードと
して比較的弾性率の小な有機繊維コードを用いて形成す
るときには、変形に際してのカーカス６のタガ効果を保
持しつつ該カーカス６の変形に追随させうるのに役立た
せることもできる。Further, as the belt cord, a steel cord can be suitably used in this example, but it is also possible to use a highly elastic organic cord such as aromatic polyamide, or one having a relatively low elastic modulus such as nylon, polyester, or rayon. Note that when the belt cord is formed using an organic fiber cord having a relatively low elastic modulus, it can be useful for following the deformation of the carcass 6 while maintaining the hoop effect of the carcass 6 during deformation.
さらにベル）［７の半径方向外面には、バンド層８が設
けられる。Furthermore, a band layer 8 is provided on the radially outer surface of the bell) [7.
該バンド、ｌｌ！８は本例では、内のバンドブライイ８
Ａと、中のバンドブライ８Ｂと、外のバンドプライ８Ｃ
とからなり、内のバンドブライ８Ａは、タイヤ軸方向外
側縁を、前記外側のベルトプライ７Ｂの外側縁をこえて
シクルダー側に延在しかつ内側縁はトレッド内で途切れ
る帯状をなす。文中、外のバンドブライ８Ｂ、８Ｃは外
側縁が夫々内のバンドプライ８Ａと略−敗するとともに
トレッド部５の全体に亘りベルトＮ ７を覆っている。The band, ll! In this example, 8 is the inner band 8.
A, inner band ply 8B, outer band ply 8C
The inner band brace 8A has a band-like shape whose outer edge in the tire axial direction extends toward the cycler side beyond the outer edge of the outer belt ply 7B, and whose inner edge is interrupted within the tread. In the figure, the outer edges of the outer band plies 8B and 8C are substantially fused with the inner band ply 8A, and cover the belt N7 over the entire tread portion 5.
又バンドプライ８Ａ、８Ｂ、８Ｃはともにレーヨン、ナ
イロン、ポリエステル等の有機繊維コードを用いること
によって、タイヤ変形に際してベルト層７の外面でトレ
ッドゴムとの間に作用する剪断歪を緩和し、該ベルト層
７端部で生じるゴムとの剥離を防止する。又ベルト層７
の端部には、カーカス６との間かつバンド層８の内方に
、軟質ゴムからなるブレーカクツション９を介在させて
いる。In addition, the band plies 8A, 8B, and 8C all use organic fiber cords such as rayon, nylon, and polyester to alleviate the shear strain that acts between the outer surface of the belt layer 7 and the tread rubber when the tire deforms. Prevents separation from the rubber that occurs at the end of the layer 7. Also belt layer 7
A breaker cushion 9 made of soft rubber is interposed between the end of the band layer 8 and the carcass 6 and inside the band layer 8.
又前記サイドウオール補強層１０は、前記カーカス６側
に配されるゴム補強体１１と、該ゴム補強体１１内面に
沿って隣設されるコード補強体１２とを具える。Further, the sidewall reinforcing layer 10 includes a rubber reinforcing body 11 disposed on the carcass 6 side, and a cord reinforcing body 12 disposed adjacent to the inner surface of the rubber reinforcing body 11.
ゴム補強体１１は、本例ではタイヤ最大巾位置近傍に最
大厚さ部分Ｑを有する厚肉の中央部１１Ａのタイヤ半径
方向外側に先細状にそのゴム厚さを減じてのびる外方部
１１Ｂを、又内側に同様の内方部１１Ｃを夫々設けた略
三日月状をなし、本例では、ＪＩＳＡ硬度が７０〜９０
” １００％モジュラスが３０〜７０ｋｇ／ｃ＋ｎ２
の硬質ゴムから形成される。In this example, the rubber reinforcing body 11 has an outer portion 11B that tapers outward in the tire radial direction from a thick center portion 11A having a maximum thickness portion Q near the tire maximum width position and reducing the rubber thickness. , and has a substantially crescent shape with a similar inner part 11C provided inside, and in this example, has a JISA hardness of 70 to 90.
” 100% modulus is 30-70kg/c+n2
Made of hard rubber.
又前記ゴム補強体１１は、バンク等の際のタイヤ荷重を
効果的に支承すべく、前記外方部１１Ｂをサイドウオー
ル部４からトレッド部５に至り延在しており、又そのタ
イヤ軸方同内縁と前記ヘルト層７のタイヤ軸方向外縁と
の間のタイヤ軸方向長さＳｌは、前記ベルト層７のベル
ト巾ＢＷの０゜０７倍以上かつ０．２倍以下に設定され
る。なお前記長さＳｌがベルト巾ＢＷの０．０７倍未満
の場合、タイヤ荷重がゴム補強体１１に適正に作用せず
、縦たわみ量を増大させランフラット性能を大巾にｔ員
ねるとともにその耐久性を低下する。又前記縦たわみ量
は、前記長さＳｌがヘルド巾ＢＷの０．２倍をこえてほ
ぼ一定となり、従って０．２倍をこえる場合、材料の無
駄を招くばかりでなくタイヤ重量を増加する。In addition, the rubber reinforcing body 11 extends in the outer portion 11B from the sidewall portion 4 to the tread portion 5 in order to effectively support the tire load during banking, etc., and also extends in the axial direction of the tire. The length Sl in the tire axial direction between the inner edge and the outer edge of the helt layer 7 in the tire axial direction is set to be 0.07 times or more and 0.2 times or less the belt width BW of the belt layer 7. If the length Sl is less than 0.07 times the belt width BW, the tire load will not act properly on the rubber reinforcement 11, increasing the amount of vertical deflection, greatly impairing the run-flat performance, and reducing the Decreases durability. Further, the amount of vertical deflection is approximately constant when the length Sl exceeds 0.2 times the heald width BW, and therefore, if it exceeds 0.2 times, not only will material be wasted, but the weight of the tire will increase.
又同様に前記ゴム補強体１１の下方部１１Ｃは、サイド
ウオール部４からビード部３上方に至り延在し、そのタ
イヤ半径方向下縁とビードコア２の中心との間の半径方
向長さＳ３を、前記ビード部３のヒール点Ｐから前記リ
ムＲのリムフランジＲａＯ上縁までのタイヤ半径方向長
さであるフランジ高さＦの０．３倍以上かつ２．０倍以
下としている。Similarly, the lower portion 11C of the rubber reinforcing body 11 extends from the sidewall portion 4 to above the bead portion 3, and has a radial length S3 between the tire radial lower edge and the center of the bead core 2. , 0.3 times or more and 2.0 times or less of the flange height F, which is the tire radial length from the heel point P of the bead portion 3 to the upper edge of the rim flange RaO of the rim R.
なおヒール点Ｐとは、リムフランジＲａ内側面とビード
底面とが交わる架空点であり、前記長さＳ３がフランジ
高さＦの０．３倍未満の場合、ビード部３の剛性を不必
要に高めリム組み性能を低下する。Note that the heel point P is an imaginary point where the inner surface of the rim flange Ra intersects with the bottom surface of the bead, and if the length S3 is less than 0.3 times the flange height F, the rigidity of the bead portion 3 may be unnecessarily reduced. If it is too high, it will reduce the rim assembly performance.
又フランジ高さＦの２．０倍をこえると該ビード部５の
上方部分での剛性が不十分となり、前記縦たわみ量を増
し、ランフラット性能を損ねるとともに該部分に応力が
集中し耐久性を低下する。If the height exceeds 2.0 times the flange height F, the rigidity of the upper portion of the bead portion 5 will be insufficient, increasing the amount of vertical deflection, impairing run-flat performance, and stress will be concentrated in this portion, resulting in poor durability. decrease.
又前記コー ド補強体１２は、例えばナイロン、レーヨ
ン、ポリエステル等の低弾性率の有機ム維コードからな
る補強コードをタイヤ半径方向に対して２５°以上かつ
５５°以下の角度で配列した本例では１枚の補強プライ
１２Ａから形成され、前記ゴム補強体１１内面にそのほ
ぼ全面に亘ってＶｄされる。The cord reinforcing body 12 is constructed by arranging reinforcing cords made of organic fiber cords having a low elastic modulus such as nylon, rayon, or polyester at an angle of 25° or more and 55° or less with respect to the tire radial direction. It is formed from one reinforcing ply 12A, and Vd is applied to the inner surface of the rubber reinforcing body 11 over almost the entire surface thereof.
従って、ゴム補強体１１は該コード補強体１２により補
強されかつその内面に生じる局部的な圧縮歪を緩和し、
クラック等の発生を防止する一方、その内外側が補強ブ
ライ１２Ａ及びカーカスプライ６Ａ、６Ｂにより拘束さ
れるため、荷重支持能力を大巾に高めることができ、縦
だわみ堆を減しランフラット性能を大巾に向上しうると
ともにゴム補強体１１の屈曲疲労を軽減しうる。又この
ことによりランフラット性能を向上しつつ前記最大厚さ
部分Ｑにおける最大ゴム厚さＴを１２．０ ｍ以下とす
るゴム補強体１１の薄肉化が可能となり、その結果、タ
イヤを軽量化しうる一方、ゴム補強体１１のゴム発熱を
抑制でき、前記屈曲疲労の軽減と相俟ってランフラット
時の耐久性を大巾に向上しうる。なお前記補強コードが
２５°未溝の場合、ゴム補強体１１と補強ブライ１２Ａ
との間の半径方向のＮ１１性差が過大となりプライ剥離
を招きやすく、又５５°をこえると荷重支持能力が不十
分となる。従って補強コードはタイヤ半径方向に対して
３５″以上かつ４８°以下がより好ましい。Therefore, the rubber reinforcing body 11 is reinforced by the cord reinforcing body 12 and relieves the local compressive strain occurring on its inner surface.
While preventing the occurrence of cracks, the inner and outer sides are restrained by the reinforcing braai 12A and carcass plies 6A and 6B, which greatly increases load bearing capacity, reduces vertical deflection, and improves run-flat performance. The bending fatigue of the rubber reinforcing body 11 can be reduced. Furthermore, this makes it possible to reduce the thickness of the rubber reinforcing body 11 so that the maximum rubber thickness T at the maximum thickness portion Q is 12.0 m or less while improving run-flat performance, and as a result, the weight of the tire can be reduced. On the other hand, the rubber heat generation of the rubber reinforcing body 11 can be suppressed, and together with the reduction of bending fatigue, the durability during run-flat can be greatly improved. Note that if the reinforcing cord is not grooved at 25°, the rubber reinforcing body 11 and the reinforcing brace 12A
The radial N11 difference between the two ends becomes too large, which tends to cause ply separation, and if it exceeds 55 degrees, the load bearing capacity becomes insufficient. Therefore, it is more preferable that the reinforcing cord is 35" or more and 48 degrees or less with respect to the tire radial direction.
又前記最大ゴム厚さＴが３．０龍未満の場合ランフラフ
ト性能を得ることが困難となる。Further, if the maximum rubber thickness T is less than 3.0 mm, it becomes difficult to obtain run-fluff performance.
さらに本例のタイヤ１においては、前記ビードコア２の
上方部に、カーカス本体部とその折り返し部とに囲まれ
る領域に介在してタイヤ半径方向外向きに先細状にのび
る硬質ゴムからなるビードエーペックス１３が設けられ
る。Furthermore, in the tire 1 of this example, a bead apex 13 made of hard rubber is provided above the bead core 2 and extends in a tapered shape outward in the tire radial direction, interposed in an area surrounded by the carcass main body and its folded part. is provided.
又ビード部３には、カーカス６のタイヤ軸方向内側に、
略三角形状をなしかつ下端がビード底に沿うビードベー
スラインＬよりも半径方向内向きに突出する硬質ゴムか
らなる内向き片を設けることによって、咳内向き片の下
端部により、ビード部３のタイヤ軸方向内側端で内向き
に突出するトウ部分１４を形成−する、又ビード部３下
面には、前記トウ部分１４のタイヤ軸方向外側に位置し
て、該トウ部分１４に連なる凹状のハンプ溝１５を形成
する一方、ビード部３のタイヤ軸方向内面から前記トウ
部分１４、ハンプ溝１５を覆って、該ビード部３とリム
Ｒとのリムずれを防止するチェーファ１９を添設してい
る。又このビード部３は、前記リムＲに設ける環状溝１
６に前記トウ部分１４を嵌着させ、又ハンプ溝１５に、
リムＲに形成したハンプ１７を嵌め合わせて、該リムＲ
に着座し、これによってバンク等の空気抜は時におけろ
リム外れを防いでいる。なおトウ部分１４、ハンプ溝１
５は、双方のビード部３に設けることも、その一方にの
み形成することもできる。In addition, the bead portion 3 is provided with an inner side of the carcass 6 in the axial direction of the tire.
By providing an inward piece made of hard rubber that has a substantially triangular shape and whose lower end protrudes radially inward from the bead base line L along the bead bottom, the lower end of the inward piece allows the bead portion 3 to A toe portion 14 is formed that protrudes inward at the inner end of the tire in the axial direction, and a concave hump is provided on the lower surface of the bead portion 3 and is located on the outer side of the toe portion 14 in the tire axial direction and continues to the toe portion 14. While forming the groove 15, a chafer 19 is attached to cover the toe portion 14 and the hump groove 15 from the inner surface of the bead portion 3 in the tire axial direction to prevent rim displacement between the bead portion 3 and the rim R. . Further, this bead portion 3 is formed in the annular groove 1 provided in the rim R.
6 into which the toe portion 14 is fitted, and into the hump groove 15,
Fitting the hump 17 formed on the rim R,
This prevents the rim from coming off when the air is vented from the bank, etc. In addition, toe part 14, hump groove 1
5 can be provided on both bead portions 3 or only on one of them.
第１図に示す構造をなすタイヤサイズが２１５／ ５０
Ｒ１４，５のタイヤを第１表に示す仕様により試作す
るとともに、該試作タイヤをリムサ１°ズ６．００−１
４．５３Ｗのリムに装着し、各タイヤのリム組み性能及
びランフラット性能を比較評価した。The tire size with the structure shown in Figure 1 is 215/50.
A prototype tire of R14.5 was produced according to the specifications shown in Table 1, and the prototype tire was fitted with a rim size of 1° 6.00-1.
The tires were installed on a 4.53W rim, and the rim assembly performance and runflat performance of each tire were compared and evaluated.
なおリム組み性能は、作業者によるフィーリング評価を
５点法で示し、値の大きいほど（↑れている。又ランフ
ラット性能は、７００ ｋｇの荷重を負荷したタイヤを
パンク状態で走行させた時のタイヤが破壊するまでの走
行距離を比較例２を１００とした指数で示し、値の大な
ほどすぐれている。The rim assembly performance is expressed by the operator's feeling evaluation using a 5-point scale, with the higher the value (↑) The distance traveled until the tire breaks down is expressed as an index with Comparative Example 2 set as 100, and the larger the value, the better.
畝上のごとく本発明の安全タイヤは、サイドウオール部
内面に、硬質ゴムからなるゴム補強体と補強コードを有
するコード補強体とを具えるサイドウオール補強層を設
けているため、リム組み性能を損ねることなくかつ重量
増加を軽パしつつうンフラット性能を大巾に向上しうる
。Like the ridges, the safety tire of the present invention has a sidewall reinforcing layer on the inner surface of the sidewall portion that includes a rubber reinforcing body made of hard rubber and a cord reinforcing body having a reinforcing cord, which improves rim assembly performance. The flattening performance can be greatly improved without any loss and while minimizing the increase in weight.
第１図は本発明の一実施例を示す断面図である。
２・・・ビードコア、 ３−・・ビード部、４−・
・サイドウオール部、 ５−− ）レッド部、６−
カーカス、 ７−ベルト層、１０−サイドウオー
ル補強層、
１１−・ゴム補強体、 １１Ａ−・中央部、１１Ｂ
・・・外方部、 １１Ｃ−・−内方部、１２−コー
ド補強体、 １２Ａ−・補強ブライ。
第１FIG. 1 is a sectional view showing one embodiment of the present invention. 2... Bead core, 3-... Bead part, 4-...
・Side wall part, 5--) Red part, 6-
Carcass, 7-Belt layer, 10-Side wall reinforcement layer, 11-・Rubber reinforcement body, 11A-・Center part, 11B
...outer part, 11C--inner part, 12-cord reinforcement body, 12A--reinforced braai. 1st
Claims (1)
と、各ビード部から半径方向外向きにのびるサイドウォ
ール部と、該サイドウォール部を継ぐトレッド部とを具
えるトロイダル状をなし、かつ前記トレッド部、サイド
ウォール部を通りビード部の前記ビードコアの廻りに両
端を折返して係止されるカーカスコードを有するカーカ
スと、前記トレッド部内方かつ前記カーカスの外側に位
置しかつタイヤ赤道に対して比較的小さいコード角度で
配列されるベルトコードを有するベルト層とを具える一
方、前記サイドウォール部の内面に、厚肉の中央部分の
半径方向の外方部及び内方部が夫々半径方向外方及び内
方に向かって厚さを減じるテーパ状とすることにより断
面略三日月状をなす弾性ゴムからなるゴム補強体と、該
ゴム補強体の内面に配されかつ補強コードを有する少な
くとも１枚の補強プライからなるコード補強体とを具え
るサイドウォール補強層を設けてなる安全タイヤ。 ２ 前記ゴム補強体は、厚さが最大となる部分における
最大ゴム厚さＴを３．０ｍｍ以上かつ１２．０ｍｍ以下
としたことを特徴とする請求項１記載の安全タイヤ。 ３ 前記ゴム補強体は、前記外方部のタイヤ軸方向内縁
と、前記ベルト層のタイヤ軸方向外縁との間のタイヤ軸
方向の長さＳ１を、前記ベルト層の外縁間の長さである
ベルト巾ＢＷの０．０７倍以上かつ０．２倍以下とした
ことを特徴とする請求項１記載の安全タイヤ。 ４ 前記ゴム補強体は、前記ビードコア中心から前記内
方部のタイヤ半径方向下縁までの半径方向の長さＳ３を
、前記ビード部のヒール点から前記リムのリムフランジ
上縁までのタイヤ半径方向長さであるフランジ高さＦの
０．３倍以上かつ２．０倍以下としたことを特徴とする
請求項１記載の安全タイヤ。 ５ 前記コード補強層は、前記補強コードを半径方向に
対して２５°以上かつ５５°以下としたことを特徴とす
る請求項１記載の安全タイヤ。[Scope of Claims] 1. A toroidal shape comprising a bead portion through which the bead core passes and is seated on the rim, a sidewall portion extending radially outward from each bead portion, and a tread portion connecting the sidewall portions. and a carcass having a carcass cord that passes through the tread portion and the sidewall portion and is locked at both ends by folding back around the bead core of the bead portion, and a carcass cord located inside the tread portion and outside the carcass and located at the tire equator. a belt layer having belt cords arranged at a relatively small cord angle with respect to the inner surface of the sidewall portion; A rubber reinforcing body made of elastic rubber and having a substantially crescent-shaped cross section by tapering the thickness toward the outside and inward, and at least one rubber reinforcing body disposed on the inner surface of the rubber reinforcing body and having a reinforcing cord. A safety tire comprising a sidewall reinforcing layer comprising a cord reinforcing body made of two reinforcing plies. 2. The safety tire according to claim 1, wherein the rubber reinforcing body has a maximum rubber thickness T of 3.0 mm or more and 12.0 mm or less at a maximum thickness portion. 3. The rubber reinforcing body has a length S1 in the tire axial direction between the inner edge in the tire axial direction of the outer portion and the outer edge in the tire axial direction of the belt layer, which is the length between the outer edges of the belt layer. The safety tire according to claim 1, characterized in that the belt width BW is 0.07 times or more and 0.2 times or less. 4. The rubber reinforcing body has a radial length S3 from the center of the bead core to the lower edge of the tire radial direction of the inner portion, and a length S3 in the tire radial direction from the heel point of the bead portion to the upper edge of the rim flange of the rim. The safety tire according to claim 1, characterized in that the length is 0.3 or more and 2.0 or less times the flange height F. 5. The safety tire according to claim 1, wherein the cord reinforcing layer has the reinforcing cords at an angle of 25 degrees or more and 55 degrees or less with respect to the radial direction.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1280042A JPH07108610B2 (en) | 1989-10-27 | 1989-10-27 | Safety tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1280042A JPH07108610B2 (en) | 1989-10-27 | 1989-10-27 | Safety tire |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH03143710A true JPH03143710A (en) | 1991-06-19 |
| JPH07108610B2 JPH07108610B2 (en) | 1995-11-22 |
Family
ID=17619490
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1280042A Expired - Fee Related JPH07108610B2 (en) | 1989-10-27 | 1989-10-27 | Safety tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH07108610B2 (en) |
Cited By (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5295526A (en) * | 1989-09-08 | 1994-03-22 | The Yokohama Rubber Co., Ltd. | Run-flat pneumatic radial tire |
| US5297606A (en) * | 1991-02-08 | 1994-03-29 | Compagnie Generale Des Etablissements Michelin - Michelin & Cie | Combination of a tire and rim for avoiding the dislodging of the beads of the tire |
| US5427166A (en) * | 1994-01-18 | 1995-06-27 | Michelin Recherche Et Technique S.A. | Run-flat tire with three carcass layers |
| US5795416A (en) * | 1996-08-02 | 1998-08-18 | Michelin Recherche Et Technique | Run-flat tire having partial carcass layers |
| WO1998054011A1 (en) * | 1997-05-26 | 1998-12-03 | Bridgestone Corporation | Pneumatic safety tire |
| US6230773B1 (en) * | 1998-03-17 | 2001-05-15 | The Goodyear Tire & Rubber Company | Tire with sidewall carcass reinforcement |
| JP2005161998A (en) * | 2003-12-02 | 2005-06-23 | Bridgestone Corp | Pneumatic tire |
| JP2006315580A (en) * | 2005-05-13 | 2006-11-24 | Sumitomo Rubber Ind Ltd | Run-flat tire, and vehicle using the same |
| JP2009179808A (en) * | 2009-05-18 | 2009-08-13 | Bridgestone Corp | Side-reinforced run flat tire |
| US20140048193A1 (en) * | 2012-08-20 | 2014-02-20 | Sumitomo Rubber Industries, Ltd. | Runflat tire |
| US20170197478A1 (en) * | 2016-01-07 | 2017-07-13 | Sumitomo Rubber Industries, Ltd. | Pneumatic tire |
| CN113226788A (en) * | 2018-12-26 | 2021-08-06 | 株式会社普利司通 | Run flat tire |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS59206211A (en) * | 1983-04-18 | 1984-11-22 | ピレリ・コオルディナメント・プネウマティチ・ソチエタ・ペル・アツィオ−ニ | Tire for wheel |
| JPS6430809A (en) * | 1987-07-28 | 1989-02-01 | Sumitomo Rubber Ind | Run flat tire for high speed driving |
-
1989
- 1989-10-27 JP JP1280042A patent/JPH07108610B2/en not_active Expired - Fee Related
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS59206211A (en) * | 1983-04-18 | 1984-11-22 | ピレリ・コオルディナメント・プネウマティチ・ソチエタ・ペル・アツィオ−ニ | Tire for wheel |
| JPS6430809A (en) * | 1987-07-28 | 1989-02-01 | Sumitomo Rubber Ind | Run flat tire for high speed driving |
Cited By (18)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5295526A (en) * | 1989-09-08 | 1994-03-22 | The Yokohama Rubber Co., Ltd. | Run-flat pneumatic radial tire |
| US5297606A (en) * | 1991-02-08 | 1994-03-29 | Compagnie Generale Des Etablissements Michelin - Michelin & Cie | Combination of a tire and rim for avoiding the dislodging of the beads of the tire |
| US5427166A (en) * | 1994-01-18 | 1995-06-27 | Michelin Recherche Et Technique S.A. | Run-flat tire with three carcass layers |
| US5511599A (en) * | 1994-01-18 | 1996-04-30 | Michelin Recherche Et Technique S.A. | Run-flat tire with three crescent-shaped reinforcing members |
| US5795416A (en) * | 1996-08-02 | 1998-08-18 | Michelin Recherche Et Technique | Run-flat tire having partial carcass layers |
| WO1998054011A1 (en) * | 1997-05-26 | 1998-12-03 | Bridgestone Corporation | Pneumatic safety tire |
| US6415840B1 (en) | 1997-05-26 | 2002-07-09 | Bridgestone Corporation | Pneumatic safety tire with rubber-organic filament fiber layer |
| US6230773B1 (en) * | 1998-03-17 | 2001-05-15 | The Goodyear Tire & Rubber Company | Tire with sidewall carcass reinforcement |
| JP2005161998A (en) * | 2003-12-02 | 2005-06-23 | Bridgestone Corp | Pneumatic tire |
| JP2006315580A (en) * | 2005-05-13 | 2006-11-24 | Sumitomo Rubber Ind Ltd | Run-flat tire, and vehicle using the same |
| JP4653556B2 (en) * | 2005-05-13 | 2011-03-16 | 住友ゴム工業株式会社 | Run-flat tire and vehicle using the same |
| JP2009179808A (en) * | 2009-05-18 | 2009-08-13 | Bridgestone Corp | Side-reinforced run flat tire |
| US20140048193A1 (en) * | 2012-08-20 | 2014-02-20 | Sumitomo Rubber Industries, Ltd. | Runflat tire |
| US9669666B2 (en) * | 2012-08-20 | 2017-06-06 | Sumitomo Rubber Industries, Ltd. | Runflat tire |
| US20170197478A1 (en) * | 2016-01-07 | 2017-07-13 | Sumitomo Rubber Industries, Ltd. | Pneumatic tire |
| US10821785B2 (en) * | 2016-01-07 | 2020-11-03 | Sumitomo Rubber Industries, Ltd. | Pneumatic tire |
| CN113226788A (en) * | 2018-12-26 | 2021-08-06 | 株式会社普利司通 | Run flat tire |
| EP3885158A4 (en) * | 2018-12-26 | 2022-08-17 | Bridgestone Corporation | Run-flat tire |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH07108610B2 (en) | 1995-11-22 |
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